Hand or power transmitting apparatus



Aug. 26, 1952 w. e. HOELSCHER 2,608,109

HAND 0R POWER TRANSMITTING APPARATUS Filed Sept. 13, 1948 '7 Sheets-Sheet 1 FTVV??? IN VEN TOR.

W. G. HOELSCHER Aug. 26, 1952 I l l ini- I I w I JNVENTOR.

w yjms lw Aug. 26, 1952 w. G. HOELSCHER 2,603,109

HAND 0R POWER TRANSMITTING APPARATUS Filed Sept. 13, 1948 I 7 Sheets-Sheet 5 mmvrox. ,4

Aug. 26, 1952 w. e. HOELSCHER 2,608,109

HAND 0R POWER TRANSMITTING APPARATUS 7 Filed Sept. 15, 1948 '7 Sheets-Sheet 4 1 I 5'9" I INVENTOR.

BY /////////////7////A 2 Aug. 26, 1952 w. a. HOELSCHER v 2,608,109

HAND OR POWER TRANSMITTING APPARATUS Filed Sept. 15, 1948 7 Sheets-Sheet 5 IN VEN TOR.

BY %w/a ,mzwu/ Aug. 26, 1952 w. e. HOELSCHER 2,608,109

HAND OR POWER TRANSMITTING APPARATUS Filed Sept. 13, 1948 V 7 Sheets-Sheet 6 Aug. 26, 1952 w. e. HOELSCHER 2,603,109

HAND OR POWER TRANSMITTING APPARATUS Filed Sept. 13, 1948 7 Sheets-Sheet 7 IN V EN TOR.

Patented Aug. 26, 1952 HAND OR POWER TRANSMITTING APPARATUS William G. Hoelscher, Cincinnati, Ohio, assignor to The American Tool Works Company, Cincinnati, Ohio, a corporation of Ohio Application September 13, 1948, Serial No. 48,955

Claims. 1

This invention relates to lathes and particular- 1y to improvements by which control of the lathe is centralized to permit the operator to regulate the headstock and traverse the carriage electrically Without leaving the carriage. Although the lathe is equipped with the customary mechanical carriage feed mechanism, it additionally incorporates a traverse motor which operates independently to permit the carriage to be traversed without operation of the mechanical feed.

In general, the improved lathe incorporates a headstock having a mechanical speed change transmission for spindle drive, regulated by gear shift levers mounted on the headstock, and a feed box unit having control levers for regulating the longitudinal carriage feed rate. In setting up the machine for a particular job, the operator selects the proper spindle speed and .carriage feed rate in the usual fashion, dependent upon work diameter, material, type of cutting tool, and other factors. After the proper spindle speed and carriage feed are established, the cutting operation is controlled at the carriage by remote control, making it unnecessary for the operator to leave the carriage to start, stop and reverse the headstock spindle and permitting him to traverse the carriage in either direction without disturbing feed box setting. Numerous trips to the headstock thus are eliminated, rendering lathe operation more convenient and efiicient, particularly as applied to lathes having long beds.

Briefly, the improved lathe incorporates a reversible headstock motor, controlled by an electric feed rail unit which is co-extensive with the lathe bed and in electrical connection with a headstock control switch mounted on the carriage. The control switch is in electrical connection with the feed rail by means of a collector unit connected to and movable with the carriage. The carriage further incorporates an independent, reversible traverse motor, controlled by a second switch mounted on the carriage, likewise in electrical connection and with and powered by the feed rail. The carriage rapid traverse switch is interlocked with a carriage lever which couples the mechanical carriage feeding apparatus in such manner that one system is made inoperative when the other is operative, to prevent both drives from being coupled simultaneously.

carriage in either direction without interfering with the setting of the mechanical carriage feed apparatus, and to provide an interlock mechanism which also uncouples the carriage handwheel automatically when the motor drive is energized, to prevent dangerous spinning of the wheel. By virtue of the electric traverse apparatus, the feed box may be adjusted for the proper rate of carriage feed and the operator .s able to traverse the carriage independently of the mechanical feed, in locating the cutting tool with reference to the work and to return the tool to a starting point after completion of a out without disturbing 0r reversing the feed box setting.

The headstock motor is controlled by a secondary circuit providing automatic acceleration, overload protection, and electric braking for quickly stopping'the spindle when the switch is thrown to 01f position. This circuit is connected by the feed rail unit to the carriage mounted switch, to start, stop, or reverse the motor. The reversible carriage motor is controlled directly by the traverse switch, which is connected by the feed rails to the main power lines. The feed rails are arranged to conduct both the secondary control circuit and they primary power circuit, providing simplicity and permitting the control system to be mounted on the lathe bed adjacent the motor instead of on the carriage. The feed rail structure is disclosed and-claimed in the copending application of William G. Hoelscher entitled Electrical Control System for Lathes, Serial No. 140,608, filed January 26, 1950.

Further object and advantages of the invention will be more fully disclosed with reference to the drawings disclosing a preferred embodiment of the invention.

In the drawings:

Figure l is a general perspective front view of a lathe incorporating the present improvements.

Figure 2 is a general side elevation looking toward the rear of the lathe, illustrating generally the electrical distribution system.

Figure 3 is a fragmentary front elevation of the carriage, illustrating generally the arrangement of the electrical control switches, the apron gear train, and the interlock mechanism for the mechanical and electrical control levers.

- Figure4 is a top plan view projected from Figure 3, further illustrating the organization disclosed in Figure 3.

Figure 5 is an enlarged fragmentary end view of the carriage, detailing the carriage motor con- 3 trol switch and a portion of the motor gear train.

Figure 6 is a developed sectional view taken on line 6--6, Figure 3, illustrating the handwheel gear train, a portion of the electric motor gear train and the clutch collar for alternately coupling the handwheel or motor gear train to the apron gear train.

Figure '7 is a sectional view taken on line 'l--'I, Figure 3, detailing a portion of the gear train of the feed rod, together with the clutch mechanism for coupling or uncoupling the feed rod drive from the apron gear train.

Figure 8 is a sectional view taken on line 8-3, Figure 3, detailing the main motor control switch and its operating mechanism.

Figure 9 is a diagrammatic perspective view illustrating the interlock mechanism between the mechanical control lever and the electrical con-' tural details of the electric feed rail and trolley.

Figure 12 is a fragmentary rear elevation further illustrating the feed rail assembly and trolley associated with the carriage.

Figure 13 is an enlarged sectional view taken on line l3--l3, Figure 11, detailing one of the collector contacts of the trolley.

Figure 14 is an electrical diagram illustrating generally the circuit established between the control switches, carriage motor and main motor.

Referring to Figure 1, the lathe incorporates the usual bed l having a headstock l6 and a tail'st'ock I! mounted thereon. A carriage I8 is slidably mounted in the usual manner upon the ways of the bed and the bed is provided with the customary feed rod 2! and lead screw 22 for mechanical carriage feed. The carriage apron 23 includes a gear train which is in driving connection with the feed rod 2| to power the gear train for mechanical translation of the carriage. The carriage gear train meshes with a rack 24 secured to the bed so that power transmitted by the feed rod drives the carriage along the ways.

The carriage also may be fed by means of the lead screw 22 for certain classes of work such as thread chasing. For this purpose a driving engagement is established by means of a split nut (not shown), which is arranged to engage the screw threads when the lead screw lever 25 is actuated.

The lead screw and feed rod are driven by a feed box 26 which incorporates a speed change transmission so that the speed and direction of lead screw and feed rod rotation may be regulated. The headstock also incorporates a speed change transmission to regulate spindle speeds. As shown in Figure 2, a reversible electric motor 28 is mounted at the rear of the headstock and is connected to the headstock transmission by means of a multiple V-belt pulley (not shown). The feed box is driven by a gear train (not shown) extending from the headstock transmission.

General arrangement of electrical components In addition to the feed rod and lead screw, the

carriage also is provided with an independent rapid traverse motor 30 (Figures 1, 3 and 5). This motor also is reversible and is controlled by means of a lever 3| which is connected to an electrical control switch mounted in the carriage. The main motor 28 for the headstock is controlled remotely by a hand lever 32 mounted at the opposite end of the carriage and in connection with an electrical control switch. By this arrangement the headstock and feed box transmissions may be set up to establish the required spindle speed and carriage feed for a particular job, and the operator is able to control the main headstock motor at the carriage by operation of lever 32. Additionally, he is able to traverse the carriage in either direction independently of the feed rod and lead screw by disengaging the mechanical drive and throwing the lever 3| to either side of its off position to energize the carriage traverse motor 30. The lever 3i preferably is arranged to swing in the direction of carriage travel.

The traversemotor 30 is designed to traverse the carriage at a fairly rapid rate, for instance, in the neighborhood of thirteen feet per minute. In setting up the job, the operator may conveniently position the carriage and cutting tool by manipulation of lever 3|, and at the end of the cut, the carriage may be returned quickly to its starting position without disturbing the feed box setting. By locating the main motor control switch on the carriage, the headstock spindle may be started, stopped or reversed by the operator at the carriage. This avoids the time loss and inconvenience of having to leave the carriage to control the headstock motor, especially after the headstock gear train has been set up and the cutting operation commenced.

Electric power is transmitted to the carriage by means of a feed rail assembly mounted alongside the lathe bed at the rear, as disclosed in Figure 2. The carriage is provided with a trolley or collector assembly which travels in sliding electrical connection with the feed rail assembly. The switches of levers 3| and 32 are connected to the trolley by means of cables passing from the respective switches, through the carriage saddle, to the trolley at the rear of the carriage. In the present instance, there is provided a series of eight feed rails, five for the main motor and three for the carriage motor respectively. In the case of the main motor, the feed rails carry a control circuit which passes through the switch of lever 32 and back to the control panel of main motor through certain of the feed rails, while the feed rails for the carriage motor carry the power circuit directly. The electrical circuit will be more clearly disclosed hereinafter with reference to the diagram illustrated in Figure 14.

As shown in Figure 2, the main power supply cable for the lathe is indicated at 35. This cable passes into a control box 36 moimted upon the base of motor 28 and from the control box the current is distributed to the several feed rails by means of a cable 31. A cable 38 also extends from control box 36, through the base of the headstock and connected to a jogging button 40 at the front of the headstock (Figure 1), which permits the motor 28 to be energized momentarily to nudge or jog the gear trains of the headstock and feed box for convenience in meshing the gears. The motor 28 further is equipped with a plugging switch 4| which is coupled to the motor shaft and is connected electrically to the control box by means of a cable 42. The plugging switch is of a commercial type which'permits the motor to be stopped quickly by reversing the power lines when the motor switch is thrown to,off position. to cause electric braking. and to open the cir-v cuit. when .the motor slows to a predetermined. speed, to prevent actual reverse rotation. The. plugging switch interconnects with a control circuit which incorporates the usual relays and other components to control the direction and.

speed of the main motor. As previously noted, the main motor is controlled by a secondary or low voltage control circuit and the variouselece tricalcomponents are mounted upon acontrol panel located in the control box 36. In order toprotect the electrical parts and wiring. from. water, metal particles and dirt, the control box 36 is provided with a waterproof cover 39.

Electric feed rail structure provided with horizontal flanges 41-41 bent inwardly at the bottom to'provide a bearingfsup port for the trolley or collector assembly 48' which is located insidethe casing; The trolley is supported by rollers 49' tracked upon the flanges'41, the rollers being arranged in pairs'at opposite ends of thetrolley, and the trolley is connected to the carriag'e'to travel therewith in electrical contact with the bus bars. The trolley is'guided laterally by means of rollers 58 also "arranged in pairs at opposite ends of the trolley and tracking against the inner edges of the respective flanges 41. c I

As shown in Figure *13, the trolley generally constitutes an insulating block 5|, provided with a series of contact blocks 52, one for each of the respective bus bars 44. The contact blocks'pass upwardly through openings formed in block 5| and are pressed into sliding engagement with the bus bars by means of compression springs An individual cable 54-is in electrical connection with each of the blocks52 and the cables extend to a terminal block 55 mounted in a housing 56, secured to the bottom of the trolley by vertical tube 51 through which the cables 54 pass. The housing 56 is located beneath the trolley and the tube 5'! extends upwardly from the housing between the flanges 41 so that there is no interference with longitudinal translation of the trolley. The outer end of housing 56 includes a lug 58 engaged by a screw 68 passing through the lower lip 6| of a vertical cable chute 62 which is secured to the overhanging portion 63 of the carriage saddle.

The saddle is provided with a vertical passageway 64 opening into the chute 62 so that the cables 54 may pass from terminal block 55, through the housing 56 to the lower end of the cable chute and upwardly into the apron passageway 64.

The upper portion of the saddle is slotted as at 66 to accommodate the cross feed screw in the usual manner. A pair of slots 61-61 is formed inthe opposite side walls of slots 66 and these slots communicate with the vertical passagewayv 64 so that the cables 54 may pass crosswise of The bus bars are enclosed in a. casing 45 the saddle a the carriage switches. A. U -shaped clip 681is.se.cured'in the slot 66 at the juncture of. slots.6'|..and passageway 64. The cables 54 pass downwardly into the apron at the forward side of the,.lathe and are connectedtothe switches for, the main; motor and carriage. motor. By .virtue of-;the U-shaped bus bar casing 4 5, the'terminal housing 56 and its connector chute 62, the busbars and cables are protected from moisture suchas coolant, which tends to drip from the bed and sometimes splashes from the work during operation of the'machine. The opposite ends of .the bus bar casing are closed, off and the cables 3|38 and 42 preferably are rubber covered to prevent moisture Irom contacting the.

wires. The; endof the casing 45, through. which the-cable 31 passes, is provided with appropriate sealing means. suchasa rubber grommet to prevent the entry of moisture, and similar provision is made for the openings of the control .box 36.

As shown in Figures 2 and 11, there is provided, immediately below the feed rail assembly 43, an

inclined guard 18 formed preferably of sheet metal and extendingover the chip chutes The guard is secured by means of screws 12 to the bed and includes horizontal flange 13 parallel with and spaced downwardly from the feed bar assembly. This arrangement prevents any chips or metallic fragments, particularly unby.a-- pair of smallbevel gears (not shown) in slidable connection with the feed rod 2|. These bevel gears; are controlled by a direction control.

them to the large bevel gear l5 so that it may be.

driven in eitherdirection'. Bevel gear 15 is keyed to atshait 18 journalled in the apron, which includes a pinion '88 (Figure 7) A large gear 8| meshes with pinion 88, gear 8| being loosely journalled on a shaft 82, which is journalledin,

the apron and includes apinion 83 keyed thereon. Pinion .83 includes a toothed clutch disk 84 which is arranged to engage the teeth 85 formed in the face of gear 8|. When disk 84 is engaged as shown,.a driving connection is established with pinion 83 to drive the apron gear train and when disengage d, gear 8| idles and a driving connection may be established with the cross feed screw as hereinafter described. The pinion 83 meshes with a large gear 86 whichcarries on its shaft 81, a pinion 88. Pinion 88 in turn meshes with theTrack 24 secured to the bed of the lathe. It

willb'e apparent therefore, that when the lever.

71 is actuated to drive the large bevel gear'l5', a driving connection is established from the bevel gear to pinion 80, large gear 8| through the clutch plate 84 to pinion 83. From pinion 83,- the drive is transmitted to the large gear 86 and rack pinion 88 totranslate the carriage. The clutch disk 84 is controlled by a carriage control lever,

as described in connection with the mechanicalelectrical interlock mechanism.

7 I nterloclc mechanism Inorder to prevent interference between the mechanical feed rod drive and theelectric carriage feed apparatus, an interlock is provided aces-root 3, 4, 9 and 10) which ismounted' upon ashaft 9|, journalled in a housing'92 secured to-the front is arrangedto disengage clutch 84 when the-handie is depressed asshown in Figure 101 When the control lever 90is depressed, the clutch plate is moved to the right, away from gear 8'I"as' terl'ock plunger 94 is engaged in the notch of. rod" 91' to prevent operation of the electric'switch control lever 3| to prevent motor traversed the carriage, since thegear' train is coupled to the feed rod for mechanical translation.

When control lever 90 is depressed, cam 93', which engages a thrust bearing 98 seated against a shoulder I of shaft 82, is rotated to shift.

shaft-flI-to the right as viewed in Figure 7. Large gear BI is independently journalled on. a ball bearing IOI in the apron Wall, so that shaft 82 may be shifted while the gear 8-I remains stationary. The opposite end of shaft 82 is journalled upon. a. ball. bearing I02 which'is slidablysupported in a bore I033 formed in the rear wall of the apron. Ball bearing I02'is locked in its longitudinal' position by a. nut I04 screwthreaded on the: end ofshaft 92. The opposit'e'side' of the bearing is engaged by a spacer I interposed between: the ball bearing I02 and pinion 83. Thus, the shaft 83, its rearward bearing I02 and the pinion and clutch disk assembly move unitarily relative to the large gear 8I when'lever 90 is depressed to uncoupl'e the carriage gear' train.

The clutch disk 84' is maintained in engage-- mentwith the teeth of gear 81- by means of a coil spring I05 placedunder compression be-- tween aball thrust bearing I01 and an adjusting nut I08, threaded upon shaft 83; Thus; when the control lever 90 is depressed; thespring I05. is compressed and when the leveri'si returned .to its normal position-the compression spring'returns the shaft and clutch disk into engaging. position. The bore I03 for bearing I02is-.closed' off 'by means of a closure cap II0 pressed into the bore to prevent the entry of' dust and dirt,

and clearance is maintained between" the cap and.

bearing; to permit the bearing. to shift relative" to thecap;

As shown-in Figures 5, 9 and 10,.the control lever. 3 If for'the: carriage motor 30tis. fixed upon a shaft I.I2, which is journalledf in a. housing. I.I3

forming a .partof motor 30; The inner end of the shaft is connected to an electrical control switch II4. of commercial design,,which controls:

the operation of: the reversible. carriage motor 30; Switch H4 is equipped with contacts to energize the motor in forward and reverse directions in accordance with'the position of lever 3I and an intermediate or off position for deenergizing the motor. A mechanical detentsector H5 is pinned to shaft I I2-and:a:detent arm H6 is pivotally mounted as. at" I I1. adjacent the sector as.- shown in Figures 3 and 5.. Aroller H8 is journalled'i intermediately on arm H8 in position. to establish a snap engagement with the semi-circular notches 9' formed in sector I15; A tension spring I is connected to the free end of arm I I 5-and the upper end of the spring. is anchored upon a pin I2IY secured in the apron. The sprin'g urges the arm H6 and its roller II8 constantly into engagement with the notches to latch lever 3i in its selected position.

When. the lever'is in. its vertical "01? position,

asshown in Figures 3 and 9, the contacts of switch I I4 are open, andwhen the lever is swung in" either direction from neutral, the appropriate contacts are closed to energize the motor and traverse the carriage in the direction of lever swing. The sector II5' further includes an upwardly extending arm or lug I22 engaged in a slot I23 formed in the interlock rod 91. It will be apparent that actuation of lever 3I will shift the: interlock rod longitudinally and when the carriage feed control lever is in its gear coupling position, as shown in Figure 10, the interlock plunger 94, bisecting and engaging the notch 96-, will lock the sector IIS and switch I I4 in a neutral or:oif position.

As shown in Figures 3, 4, 5 and 6, the large gear. 86; keyed tot shaft 81; which also carries the raclc pinion 88, meshes with a pinion I25 carried by a shaft I26 journalled in the apron. Shaft I20 further includes a large gear I21 meshing with the pinion I28. of a compound gear I29, loosely journalledlon anidler shaft I mounted in the walls of the apron. A large gear I'3I forms apart of the compoundgear I29, and a pinion I32, which isfixed to-a section of the motor shaft I33, meshes with the gear I3I. Thus, a gear. train is established from motor pinion I32, large gear I3I pinion I28to drive the large gear I21. Gear I2! inturn drives pinion I25 to drive the large gear 86 and rack pinion 08$ to traverse the carriage. Therefore, when carriage traverse motor. 30 is. energized, the carriage is translated throughthe same gear 86 and rack pinion 88 as whenv it istranslated by power fromv the feedrod 2 I. By. virtue-ofrthe. interlock apparatus however,.

uncoupled from'the teeth- 85*by operation of the control lever- 90.

Referring'to'Figure 5, there is provided on the motor shaft'section I33", a. coupler I35-which-connects the'motor shaft: I36. to-the shaft section- I33. Coupler I25: constitutes a disk I31 splined to shaft: I 33: andiinclu'ding: a series of screws I38, 1k mating? disk M0. is slidably mounted upon splined end-of the motor shaft I36; A pressure ring MI; engaged by compression springs I42, carried by, the screws I38, disposed on the opposite side of disk I40. Nuts I43- are engaged on theouterends' of the screws I3 I'to seat the outer ends of the compression springs; Friction plates I 45 I 457 are" interposed-respectively between the disk I 3! andidisk. I 30 and. between disk I40 and the pressure: ring I4I to establish a frictional engagement with the disk by virtue of the compression springs I42. Disk'I40, splined'ito motor shaft I 36;. therefore; is frictionally engaged between dislc. I31 andpressure ring I4'I which forms an assemblyto transmit themotor torque The fn'ction. coupling.prevents overloading of the gear train and motor by permitting slippage or rela- 9 tive rotation between the motor shaft I36 and drive shaft I33 should'there be any obstruction to prevent traverse of the carriage or apron gear train.

The lathe carriage further is provided with a handwheel I41 for manual feed adjustment independently of the mechanical or electric power means (Figure 6). Handwheel I41 is keyed upon a shaft I48 loosely j-ournalled upon ball bearings I50 mounted in a casing II. To the inner end of shaft I48 is keyed a gear I52 secured against endwise displacement by a nut I53. Gear I52 meshes with an idler gear I54 loosely journalled upon an idler shaft I55. Idler gear I54 meshes with a gear I56 forming a part of a sleeve I51 which is mounted co-axially with the shaft I26 and is journalled in ball bearigs I56 seated in the casing I5I. The gear I56 therefore is free to rotate loosely relative to shaft I26. Shaft I26 includes a splined portion I60 upon which is slidably mounted a clutch collar I6I having clutch teeth at opposite ends adapted to alternately establish a coupling engagement with clutch teeth I62 formed in the hub of gear I21 of the motor gear train, and teeth I63 formed in e the hub of gear I56. When the clutch collar is in the right hand position shown in Figure 6, cor-- responding to the setting shown in Figure 9, the clutch collar couples the handwheel gear train to shaft I26, causing the handwheel to rotate with carriage feed. When the clutch collar is shifted left, as in Figure 10, the gear I21 of the carriage motor is coupled to shaft I26 and the handwheel is uncoupled. Clutch ,collar I6I is shifted by means of a yoke I64 loosely mounted upon a shaft I65. Yoke I64 includes an angular lever I66 upon which is loosely journalled a roller I61 engageable with a notch I68 formed in the interlock rod 91.

It will be apparent in Figure 10, that when the switch lever 3I is shifted either to the right or left to energize the carriage motor, roller I61 Will ride up, the inclined sides of notch I68 to cause theclutch collar I6I to be shifted to the left,.as viewed in Figures 6 and 10.. When the switch lever is in the neutral position, as illus trated in Figures 6 and 9, the clutch collar I6I will be maintained in its right hand position by virtue of the tension spring, I69 (Figure 4), to establish a driving engagement with the handwheel gear I 56. Thus, the handwheel ear train is coupled to shaft I26 when the lever 96 is in its elevated position to establish a driving connection with the feed rod 2!. This permits the handwheel-to rotate during feed rod translation of the carriage. However, when it is required to adjust. the carriage by the handwheel I41, it is necessary first to place the direction control lever 11 in a neutral position, as shown in Figure 3, so that the apron gear train is uncoupled from the feed rod 2 I. When the handwheel is operated in this manner, the apron gear train, back tothe bevel gear 15, idles and when the lever 11 is in position to couple the feed rod to the bevel gear, the handwheel will rotate during carriage translation,

When the motor traverse lever 3 I is swung from neutral to either of its operating positions for electric traverse of the carriage, the clutch collar I6I will be shifted to the left to uncouple the teeth I 63 of gear I56 so that the handwheel may remain stationary. In its left hand position, the teeth of clutch collar I6I engage the teeth I62 of gear I21 to couple gear I21 to shaft I26, as above noted. This establishes the drive to pinion I25 10 which drives gear 86 and rack pinion 88. Thus, in one position, the clutch collar I6I couples the handwheel to the apron gearing and disconnects the motor gear train from the apron gear train, and in the second position, for electric traverse, it connects the motor gear train to the apron gear train and uncouples the handwheel. This constitutes a safety feature, since the relatively high speed electric traverse otherwise would cause the handwheel to rotate at a speed which may endanger the operator. In addition, the uncoupling makes it unnecessary to rotate the motor gear train and motor when the carriage is being adjusted, thus decreasing the load and making the handwheel adjustment more convenient.

When motor traverse lever 3| is swung from neutral, the coupling collar I6I must be free to shift to the left, by reason of the positive engagement of the notch I68 of interlock rod 91, by the roller I61 of the shifter yoke I64. In other words, should the clutch teeth I62 of gear I21 jam against the teeth of the coupler, it would be impossible to shift the interlock rod and the traverse lever 3| would be locked in neutral. In order to prevent this, the coupler I6I is of sectional form, constituting an outer sleeve I6Ia telescopically engaged upon an inner sleeve I6 lb, which is splined to shaft I26. Sleeve I6Ia is slidably keyed with respect to sleeve I6Ib and a series of compression springs I6Ic is interposed between the two sleeves. Should the teeth of sleeve I6Ib jam against the teeth I62 of gear I21 when the switch lever 3I is actuated, the sleeve I6Ia, which is engaged by yoke I64, will shift to the left relative to the inner sleeve I6Ib, compressing the springs I6Ic. As soon as the carriage motor 30 is energized and gear I21 begins to rotate, the springs I6Io will cause the teeth of inner sleeve [6") to snap into engagement with the clutch teeth I62 of the gear.

The sleeve I6I is shifted in its right hand direction by means of the tension spring I69 (Figure a) so that when the switch lever 3| is returned to neutral position, the tension spring draws the coupler and its yoke to the right, caus ing the roller I61 to reenter slot I68, and drawing the clutch teeth into engagement with teeth I63 of gear I56 by spring tension. Should these clutch teeth jam, the teeth will snap into engagement as soon as gear I56 begins to rotate.

The carriage further is provided witha tool slide, indicated generally at I10 (Figure 3), which is shifted transversely by means of a cross'feed screw I1I. A handwheel I12 is secured upon the end of screw I1I for handadjustment 'of the tool slide and cutting tool to adjust for work diameter. A gear train also is provided for power operation of the feed screw and cross slide. For this purpose there is provided a-pinion I 13 carried upon a shaft I14 and meshing with the gear 8| of the apron gear train. Pinion I13 is adapted to be coupled to a large gear I15, also journalled upon shaft I14. Gear I15 meshes with an idler gear I16 (Figure 3) which in turn meshes with a inion I11 secured to the cross feed screw shaft I1I. A clutching arrangement, similar to that disclosed with reference to carriage control lever 96, is provided between the gears I13 and I15 so that the gear I15 may be coupled to gear I13 when it is desired to shift the tool slide by power.

A lever E16, journalled in a housing I86, is provided for this purpose. The lever includes a cam and throwout bearing, similar to that previously described." In order to operate the cross slide by power, the carriage control lever 90 first isdepressed to disconnect the carriage gear train and prevent carriage feed, lever H8 is actuated to couple gear I13 to gear H and the direction control lever IT is moved from its neutral position in the directionto rotate the cross feed screw in the'desired direction. In this setting, large gear 0| remains coupled to the pinion 80 to drive cross feed gear I13 and the balance of the cross feed gear train, but since clutch plate 84 is uncoupled from-gear BI, the carriage gear train is not driven. After the desired-tool slide adjustment is made; cross feed control lever I18 is moved to. its neutral position to uncouple the gears I13 and I15 so that the carriage may be translated without actuating the cross feed screw gear train.

'When it is desired to feed the carriage from the lead screw 22, the lead screw lever 25 is actuated to engage asplit nut (not shown) with the threads of the lead screw. As shown in Figure 8, a thread indicator dial I80 is provided. The structure includes a gear IBI meshing with. the threads of lead screw 22, connected by a shaft I82 to the dial I80. Thus, the dial is rotated in accordance with lead screw rotation and is provided with suitable index marks to indicate when the full thread of the lead screw is in position for engagement by the split nut.

M din motor control lever As shown in Figures 3 and 8, the main motor switch for controlling the headstock motor 28, is actuated by the lever 32, fixed upon a shaft I86, journalled in a switch housing I85, which is secured at the right hand end of the carriage. The inner end of shaft I86 includes a socket member I81 adapted to telescopically engage the Hattened end I80 of the actuating shaft I90 of switch I-BI. Switch I9 I' has three positions, consisting of an off orneutral position, and a forward and reverse position. The switch may be of any suitable commercial design and is secured to a bracket I92 by means of screws I93 passing through a mounting plate I94 secured to the switch. The position of lever 32 and the switch is regulated by a detent sector I95 having three semi-circular notches I96 engageable by a roller I91 journalled on an arm I98. The arm is pivotally mounted as at 200 to the mounting bracket I92, and the swinging end of the lever is engaged by a tension spring 20I having its lower end anchored upon a pin 202 secured in the lower portion of bracket I92.

As shown, the switch is in its neutral or "ofi position and may be swung in either direction for forward and reverse operation of the main headstock motor. In the present instance, the main motor is controlled by a secondary low voltage control circuit, the switch I9I being connected by means of the cables 54 which extend through the saddle from the trolley to the switch and back to thetrolley. From the trolley, an electric circuit is established to the control box through the feed rails 44 to control motor operation, as hereinafter described with reference to the electrical circuit. From the foregoing, it will be apparent that lathe operation may conveniently be controlled from the carriage. After adjusting the headstock and feed box transmission for the desired spindle speed and carriage feed, the operator' need not leave the carriage but is able to control operation and direction of spindle rotation by actuating lever 32-in the appropriate direction, and is able to stop the spindle quickly should an emergency arise. By virtue of the carriage rapid traverse lever, interlocked. with the mechanical carriage feed mechanism, the carriage may conveniently be traversed without disturbing the feed box setting merely by depressing carriage control lever and swinging the rapid traverse lever 3! in the desired direction.

Electrical circuit A generalized diagram of the electrical. circuit is illustrated in Figure 14, omitting for purposes of simplicity a number of main motor control circuits-and components which are not pertinent to the present invention. In the present instance, the main motor and carriage motor both are of the three phase A. C. reversible type, energized, by the main power lines 205. A main switch 206 is provided in the main lines for shutting down the entire electrical system. In general, the main motor 28 is controlled by a secondary circuit while the carriage motor 30 is controlled directly by its reversing switch. I'IA. For the carriage motor, the power lines 205 are connected directly to three of the feed rails designated at A, B, and C. A connection is established directly from these feed rails by means of the cables 54, extending from the trolley to the reversing switch H4 and from the switch to the motor. As indicated diagrammatically, the reversing switch embodies three movable contact arms indicated at 201. These arms are connected together mechanically for unitary movement and, as indicated, they swing relative to two sets of contacts 208 and 209. Since switch II4 has a neutral or "off position, the switch arms are disclosed in this position in the diagram. When the arms are swung into engagement with the contacts 208 for forward operation of the motor, the main lines A, B, and C, are connected directly to motor lines A. B, and C. When the switch is actuated to swing the arms in the opposite direction into engagement with contacts 209, the main line A is connected to motor line B, main line B is connected to motor line A, and main line C is connected to motor line C" to cause motor operation and carriage traverse in the reverse direction.

The feed bars, D to H inclusive, carry the secondary control circuit for the main motor control, For this purpose a transformer 2I0, which is located in the control box 36, has its primary winding 2I I connected across two of the main power lines 205. The secondary winding 2I2 has its opposite terminals connected to lines 2I3 and 2M. The feed rail D is connected directly to line 2I4 by means of a line 2 I5. The other low voltage line 2I3 passes through the normally closed contacts 2I6 of the main motor overload relays 2I'I--2I'I to the winding of, a relay 2I8 and thence to the feed rail E by way of line 220 Thus, feed rails D and E supply the voltage to the main motor control switch I9I located in the carriage. It will be apparent that if the motor is overloaded, the relays 2II will deenergize the control circuit until the overload condition is corrected. The relay 2IB also includes a holding circuit which is established from line 2I4, through line 22I, through contacts 222 of relay 2IB, through line 223 to line 220, thus connecting line 2I4 to the upper end of the relay winding. Once having been closed, relay 2I8 thus will remain locked in so long as the overload relays 2II are not tripped.

The power circuit to main motor 28 is completed from the lines 205 either through the forward relay 225 or the reverse relay 226. These relays each include three main power contacts 13 221 by means of which the three motor leads 228 are connected to the power lines 205. Three phase power lines230 and 231 connect the respective forward and reverse relays to the main lines 205. When the forward relay 225'is energized and its contacts closed, the power lines 230 will be connected to the motor leads 228 through I the switch contacts 221.1 When the reverse relay 226 is energized, the power lines 231 will be concontacts are interconnectedwith the lines to the windings of the forward and reverse'relay'insuch mannerthat the circuit to the forward relay is interrupted when the reverse relay is energized and its interlock contacts 232 are opened, and the circuit to the reverse relay is interrupted when the forward relay is energized. These relays also 'may be provided with a mechanical interlock for safety reasons if desired.

' The forward and reverse relays are controlled by the main motorcontrol switch l9| at the carriage in the following manner. The control voltage is supplied from line 2M through line 233 to contact'234 of relay 218 and from contact 234 to feed rail F. The main motor control switch includes a forward contact 235 which is in electrical connection with feed rail F by means of cable 54 which extends from the trolley through the saddle to the switch. From the opposite side of forward contact 235, a cable 54 extends to the feed rail G. Therefore, when forward contact 235 is closed, current is supplied fromthe low voltage line H4 through relay contact 234, line 233 to feed rail F. From-feed rail F the current passes through cable 54, through forward contact 235 to feed rail G, through the opposite cable 54. From feed rail G, a line 233 is extended to one terminal the same cable 54 which serves the forward contact 235. The cable 54 extends from the opposite side of the reversing switch to the feed rail H. Feed rail H is connected by means of the line 240' which extends to the coil of reversing relay 226, passing through the interlocking contact 232 of the' forwarcl relay 225,'as previously described with reference to the forward relay. The opposite terminal of the coil of the reversing relay likewise is connected to the secondary voltage line 2|3. When reversing contact 238 is closed, current flows from control voltage line 2I4through contact 2340f relay 2H3, line 233 to feed rail F, through cable 54 and tothe reversing contact 238. From contact 238 the current passes to feed rail H to line 240 through interlocking contact 232 of forward relay to the winding 226 of the reversing relay to line 213 to complete the -circu1t.

This closes the contacts 221 of the reverse relay to energize the main motor 28 is reverse.

The main motor control switch includes a third 14 Y contact 2. feed rail D by means of a cable 54.' When the switch is in neutral or off position, as illustrated, the contact 2 I4 is closed so that a circuit is established from feed rail D to feed rail E. Feed rail E is in electrical connection with the coil of relay 218 to energize the relay to close the previously noted contacts 222 and 234..The circuit for relay 2l8 extends from the supply line 2|4, feed rail D through contact 24l to feed rail E, through the coil of switch 2! by way of line 220 to the contacts 216 of the overload relays by way of line M9 to the opposite supply line 2I3. As previously noted, the relay 2) is provided with the holding contacts 222 so that the relay remains closed to supply current to feed rail F after the control switch is thrown to forward or reverse position, which opens the contact 241. However, should the main motor be overloaded, the overload relay contacts 2 i6 will open causing the coil of relay 2| 8 to be deenergized, opening contacts 222 and 234. When contact 234 is opened, the feed rail F is deenergized making the forward and reverse switches 235 and 238 inoperative. Thus, it is necessary to correct the overloading to permit theoverload relays to close before it is possible to energize the main motor forward and reverse relays.

It will be noted that the forward and revers contacts 235 and 238 and the contact I for relay 2I8 are connected together for unitary operation and that when the switch is operated to close either the forward or reverse contacts, contact 2 will be opened leaving relay 2! energized through its holding circuit. Thus, relay 2!!! remains energized only so long as the overload relays are not tripped.

As previously noted, the control circuit and-its components are located within the terminalqbox 36 which includes further electrical apparatus for the plugging switch 4| by means of which the main motor is braked electrically. The circuit further includes an accelerating and time delay apparatus'by means of which the voltage to the main motor is applied gradually. As noted, these various circuits are well" understood by those skilled in the art and have been omitted from the present disclosure since they form no part of the present invention.

Since the power circuit for the carriage motor is fed directly to the feed rail A,-B, and C, the

circuit is simplified and the number of feed rails is kept to a minimum. By locating the various control components of the main motor in the control box 36 and controlling the circuit through the medium of the feed rails and main motor control upon the carriage.

Having described my invention, I claim:

1: In a lathe, a bed, a carriage slidably mounted on the bed, a'gear train in said carriage for feeding the same relative to the bed, a power shaft extending along the bed and in driving connection with said gear train, a two-positionxcontrol lever for coupling or uncoupling the gear train relative to said power shaft, a carriage traverse 'motor mounted on said carriage, a switch for controlling said motor, a three-position lever for said switch mounted on the carriage, and a. slidable interlock rod extending between said gear train control lever and the switch lever, said interlock rod being connected to said three-position lever adapting the rod to be shifted upon actuation of the lever,

This contact is connected to the said interlock .rod being constructed and :arranged to lock one of said lever in an inoperative position when the other is in an .operative position.

2. :In a lathe or the like, a bed, a carriage slidably mounted on the bed, driving mechanism "associated with the carriage for feeding the carriage along the bed, a handwheelon'the carriage arranged for manually feeding the carriage along the 'bed, a reversible motor arranged for traversing the carriage along the bed independently of said driving mechanism, a pair of control levers on said carriage adapted respectively to control said reversible motor and said driving mechanism, an interlock interconnecting said control levers, arranged to lock the levers against simultaneous operation, and a shiftable coupler for said handwheel connected to saidinterlock and arranged to disconnect said handwheel to prevent rotation of the same when said reversible motor is-energized and to connect the hand wheel when the motor is deenergized whereby the carriage may be fed either by the carriage-driving mechanism or by the hand wheel when the control lever for the reversible motor is in an inoperative position. 7

* 3. In a lathe, a bed, a' carriage slidably'mounted on the bed, an apron-gear train in said carriage for feeding the same longitudinally along the bed,

a power shaft extending along the bed and in 'driving connection with said apron gear train,

a two-position control lever for coupling or uncoupling the apron gear train relative to the power shaft, a carriage rapid traverse motor mounted on said carriage, a switch for controlling said motor mounted on the carriage, a three -position switch lever connected to said switch and a slidable interlock rod extended between said apron gear train control lever and the rapid'traverse control lever alternately to lock one of said "levers in an inoperative position when the other is 'in an operative position.

4. In a lathe having a bed, a carriage slidably mounted on the bed, a gear train'including a clutch for feeding the carriage and a reversible upon operation of said lever, the interlock rod being extended to the two-position clutch lever, and locking means extended between the clutch lever and interlock rod, said locking means being 'adapted to lock the interlock rod and switch lever in the intermediate position when the clutch lever is shifted to coupling position and being adapted to lock the clutch lever in uncoupled position when the switch lever is shifted from said neutral to a motor energizing position.

"5. In a lathe having a bed, a carriage 'slidably mounted on the bed, a'gear train including a clutch for feeding the carriage and a reversible rapid traverse motor adapted to feed the carriage, an interlocked control system for feeding the carriage selectively by gear train or traverse '16 motor, said control system comprising, a twoposition clutch'lever adapted to couple or uncouple said clutch, a switch connected to the traverse motor for driving the same in either direction andzhaving an intermediate deenergized position, a three-position switch lever connected to said switch, said switch lever having an :intermediate position corresponding to the deenergized switch position, a slidable interlock rod connected to the three-position switch lever and adapted to be shifted in either direction upon operation of said lever, the interlock rod being extended to the two-position clutch lever and having a notched portion adjacent said lever, a slidable interlock plunger connected to the two-position clutch lever, said interlock plunger being angularly related to the interlock rodandbeing adapted to engage said notch and lock the interlock rod and switch lever in the intermediate position when the clutch lever is shifted to coupling position.

6. In a lathe having a bed, a carriage slidably mounted on the bed, a gear train including a clutch for feeding the carriage and a rapid traverse motor adapted to feed the carriage, an interlocked control system for feeding the carriage selectively by gear train or traverse motor, said control system comprising, a clutch lever adapted to couple or uncouple said clutch, a switch connected to the traverse motor for driving the same in either direction, a switch lever connected to said switch, said switch lever having an intermediate position, a slidable interlock rod connected to the switch lever and adapted to be shifted upon operation of said lever, the interlock rod being extended to the clutch lever and having a notched portion adjacent said lever, a slidable interlock plunger having an end connected to the two-position clutch lever, said plunger being angularly related to the interlock rod, said notch being arranged to move into alignment with the interlock plunger when the switch lever is shifted to said intermediate position, the outer portion of the interlock plunger being adapted to engage said notch and lock the interlock rod and switch lever'in the intermediate position when'the clutch lever is shifted to coupling position, the outer end of the interlock plunger being adapted to be retracted clear of the interlock rod when the clutch lever is shifted to uncoupling position, whereby shifting of the interlock rod by movement of the switch lever from the intermediate position will disalign said notch relative to the interlock plunger and thereby lock the clutch lever in disengaged position.

7. In a lathe having a bed, a carriage slidably mounted on the bed, a gear train including a clutch for feeding the carriage, a reversible rapid traverse motor adapted to feed the carriage, and a hand wheel and driving system for feeding the carriage manually, an interlock control system for feeding the carriage selectively by gear train, traverse motor, or hand wheel operation, said control system comprising, a two-position clutch lever adapted to couple or uncouple said 1 clutch, a switch connected to the traverse motor for driving the same in either direction and position corresponding to the deenergized switch position, a slidable interlock rod connected to the three-position switch lever and adapted to be shifted upon operation of said lever, the in- 17 terlock rod being extended to the two-position clutch lever, locking means cooperating between said interlock rod and clutch lever operable to lock the clutch and switch levers against concurrent shifting to motor energizing and clutch coupling positions, a two-position shiftable clutch associated with said hand wheel, said clutch being adapted to couple the handwheel with respect to said driving system and thereby provide carriage feeding upon rotation of the handwheel, and means associated with the interlock rod operable to shift the clutch to said coupled position when the switch lever is in the in.- termediate position, whereby manual rotation of the hand wheel or actuation of said clutch lever will cause feeding of the carriage.

8. In a lathe having a bed, a carriage slidably mounted on the bed, a gear train including a clutch for feeding the carriage, a traverse motor adapted to feed the carriage, and a hand wheel including a gear train for feeding the carriage manually, an interlocked control system for feeding the carriage selectively by gear train, traverse motor, or hand wheel operation, said control system comprising, a clutch lever adapted to couple or uncouple said clutch, a switch connected to the traverse motor, a switch lever connected to said switch, said switch lever having an intermediate deenergizing position, a slidable interlock rod connected to the switch lever and adapted to be shifted upon operation of the switch lever, the interlock rod being extended to the clutch lever and having a notched portion adjacent said lever, an interlock plunger connected to the clutch lever, said plunger being angularly related to the interlock rod and being adapted to engage said notch and lock the interlock rod and switch lever in the intermediate position when the clutch lever is shifted to coupled position, a shiftable clutch sleeve associated with said hand wheel gear train, spring means urging the sleeve in coupling position, a yoke for shifting said clutch sleeve to uncoupling position, the interlock rod including a second notch providing a cam surface and said yoke including a lever adapted to engage said cam surface whereby the clutch sleeve is shifted by the spring means to coupled position when the switch lever is in the intermediate position with said first notch in alignment with the interlock plunger and the second notch in alignment with the yoke lever, whereby either manual rotation of the hand wheel or shifting of the clutch lever to coupling position will cause feeding of the carriage, said second notch being adapted to shift the yoke and clutch sleeve to an uncoupling position when the switch lever is moved in either direction from said neutral position with the clutch lever in uncoupled position.

9. In a lathe having a bed, a carriage slidably mounted on the bed, an apron gear train including a clutch for feeding the carriage, a feed rod for driving the apron gear train, a rapid traverse motor and a hand wheel for feeding the carriage independently of the feed rod, aninterlocked control system for feeding the carriage selectively by apron gear train, traverse motor or hand wheel operation, said control system comprising a twoposition clutch lever for regulating said clutch, a switch for the motor, a three-position switch lever for operating the switch, a shaft having a pinion driving the apron gear train independently of the feed rod and thereby feeding the carriage upon rotation of the shaft, a gear train extending from the hand wheel to said shaft for driving the shaft upon rotation of the hand wheel,

a traverse motor gear train extending from the traverse motor to said shaft for driving the shaft upon operation of said motor, a two-position clutch collar slidably keyed to said shaft, said clutch collar being adapted to establish a driving connection from said hand wheel gear train to said shaft in one position and to establish a driving connection from the traverse motor gear train to said shaft when shifted to a second position, a clutch yoke for shifting the clutch collar to either of said positions, a slidable interlock rod connected to the switch lever and adapted to shift the yoke and clutch collar to a position establishing a driving connection with the hand wheel gear train when the switch lever is in the intermediate position whereby the hand wheel gear train is operable to drive the apron gear train and feed the carriage upon rotation of the handwheel, said interlock rod being adapted to uncouple the hand wheel and establish the driving connection from the traverse motor gear train to said shaft when the switch lever is shifted from said intermediate position.

10. In a lathe having a bed, a carriage slidably mounted on the bed, an apron gear train including a clutch for feeding the carriage, a rapid traverse motor for feeding the carriage and a hand wheel for feeding the carriage manually, an interlocked control system for feeding the carriage selectively by gear train, traverse motor or hand wheel operation, said control system comprising a clutch lever for regulating said clutch, a switch for the motor, a switch lever for operating the switch, having an intermediate motor deenergizing position, a hand wheel gear train extending from the hand wheel and adapted to feed the carriage upon rotation of the hand wheel, a second gear train extending from the traverse motor and adapted to feed the carriage upon operation of said motor, a shaft common ,to both of said gear trains and in driving connection with the apron gear train, a two-position clutch collar slidably keyed to said shaft and adapted to establish a driving connection from said hand wheel gear train to said shaft in one position and adapted to establish a driving connection from the traverse motor gear train to said shaft when shifted to said second position, a clutch yoke for shifting the clutch sleeve, the clutch yoke having an actuating arm, a slidable interlock rod connected to the switch lever, and a cam surface on said interlock rod engaging the arm of said clutch yoke, said cam surface being adapted to shift the yoke and clutch collar to a position en gaging the hand wheel gear train when the switch lever is in the intermediate position and to shift the clutch sleeve into a position engaging the traverse motor gear train when the switch lever is shifted from the intermediate position.

WILLIAM G. HOELSC'HER.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,429,025 Dunbar Sept. 12, 1922 1,477,186 Randolph Dec. 11, 1923 1,477,480 Groene Dec. 11, 1923 1,968,255 Lewis July 31, 1934 2,113,363 Amidon Apr. 5, 1938 2,171,271 Johnson Aug. 29, 1939 2,462,498 Himoff et a1. Feb. 22, 1949 

